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(-No Model.)

- T. L. JOHNSON.

GURlVB, PROG, aw., POR STREET RAILRUADS. No. 276,419. Patented Apr. 24, 183. l Y

F1; .6. Figs. 'Fzlgio. 55'@ i f N /n\ l In UNITED STATES PATENT OFFICE.

TOM L. JOHNSON, OF INDIANAPOLIS, INDIANA.

SPECIFICATION forming part'of Letters Patent No. 276,419, dated April 24, 1883.

Application tiled October 31, 1882. (No model.)

To all whom it may concern:

Be it known that I, TOM L. JOHNSON, of the city of Indianapolis, county of Marion, and State of Indiana, have invented certain new and usefullmprovements in Curves, Frogs, Src., for Street-Railroads, of which the followingis a specification.

The object of my said invention is to produce forms of curves, frogs, crossings, Src., suitable to be used with the combined tram and T rail which is coming into use'on streetrailroads, which can be conveniently cast by the ordinary methodV of molding. This object is accomplished by the construction ot'- such parts hereinafter more particularly described and claimed.

Referring to the accompanying drawings,

` which are made a part hereof, and on which similar letters of reference indicate similar parts, Figure l is a plan view of a portion of a-street-railroad, embracing a switch, frog, and curve, with the construction incident to the several parts employed; Fig. 2, a side elevation of the ends of two track portions (one rolled and one cast) and the splice-bar connecting them; Fig. 3, an under side plan-of a portion of a cast track part; Fig. 4, a perspective view of one end of one of the curved portions; Fig. 5, an end elevation of the frog D as seen from the dotted line z z,- Fig. 6, an end elevation of the switch E as seen from the dotted line y y; Fig. 7, a transverse section of the crossing-frog F, looking toward the center from the dotted line as x; Fig. 8, a section of said frog, looking toward the center from the dotted line ww,Fig. 9, an end elevation of the outer curve-rail, B; Fig. l0, a transverse section of the same on the dotted line 'v o Fig. 11, an end elevation of the inner curve-rail,0 Fig. l2,atransverse section of the same on the dotted line au; Fig. 13, an end elevation of the rolled-iron rail which I use in the straight portion of the track, and which is adapted to b e connected by splice-bars in the ordinary manner to any oi' the other parts; and Fig. let, a horizontal section through a joint between a rolled and cast portion on the dotted line t t.

In said drawings, the portions marked A represent the combined tram and T rail which I use in'the straight portion of the track; B, the cast outer curve-rail; C, the cast inner curve-rail; D, the frog; E, the switch, and F the crossing-frog.

The flanges a are commento all the parts, (rolled as well as castg) but in the cast-metal parts they are preferably only present for a small portion of the length thereof. In some constructions, where there are two webs in a single part, said flanges a are only cast upon one side of each web, as shown in Figs. 5 and 6. The webs of the severalparts are also substantially alike, except that those of the castmetal portions are usually somewhat thicker than those of the rolled rails, as cast-metal webs no thicker than the rolled webs are in.- tended to be, especiallywhen unprovided with flanges, as shown, would be too subject to fracture, and parts having such webs would therefore be of uncertain durability. By reason of the differing thicknesses of the web s one or both of the splice-bars a' c2, which connect rolled andcast parts together, should be bent or have offsets therein in order to hold the parts properly. This is illustrated in Fig. 14, Where the webs are shown so arranged that the bend or offset is in one of 4the splice-bars only.

v Thev several cast-metal parts are grooved and flanged at the top, as shown in Figs. 4 to 12, in order to prevent the wheels of the cars from running off the track while said cars are passing over the frogs or switches or around the curves.

As is well known by persons skilled in the i art, a casting of the form of any of the parts B O D E F would be very difficult to mold properly were the anges a cast thereon for the whole length thereof. The use of large and unwieldy cores is the only means by which Z it can be done, and cores of thc size and shape necessary for this purpose are difficult to make, and difficult to use without breaking when made. A

By experimentsl have found that the ilan ges a can be dispensed with, except at the extreme ends of the parts described, without seriously impairing the serviceableness or strength of said parts; and it will be readily seen by an examination of the forni ofthe cross-sections of said parts that they can then be cast without the use of cores, except at said ends, without trouble. For the short portions on which Q 2513,41 MP flanges are necessary they are lformed by the use ot' cores; but such cores, being comparatively very short, are easily and safely handled, and do not add materially to the trouble or expense of the manufacture. Track portions formed in this manner possess all the desirable features of any devices of the character and for the purposes, while the cost is much less than any otherl which are as serviceable.

Having thus fully described my said invention, what I claim as new, and desire to secure by Letters Patent, isy l. The combination, in astreet-railroad composed of combined tram and T rails, with said rails, of cast-metal frogs, curves, 85o., said castmetal parts being severally provided with webs corresponding tothe webs of the rolled rails for their whole length, and with flanges at the ends Where said rails meet said cast-metal parts, or said parts each other, substantially as set forth.'

2. Acurve-rail provided with grooves, web, and anges, as specified, whereby said curve-v rail is adapted for use with a combined tram A2 5 and T rail in the construction of street-raill roads, substantially as set forth.

In witness whereof l have hereunto set my hand and seal, at Indianapolis, Indiana, this 25th day of October, A. D. 1882.

TOM L. JOHNSON.

In presence of- O. BRADFORD, E. W. BRADFORD.

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